Railway-traffic-controlling apparatus



5 Sheets-Sheet 1 .w v N NB Q m .1 Mia -77 wm m, l a A SW NW MN 0 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 18, 1923 June 22 Q 1926.

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June 22 1926. 1,590,004 7 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 18. 1923 5 Sheets-Sheet 2 Fig. 2.

INVENTOR I June 22 1926.

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 5 Filed August 18, 1923 w QM INVENTOR 9.12 mag.

June 22 1926.

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 18. 1925 5 Sheets-Sheet 4 INVE NT OR N .a. 'Tfaim 5 Sheets-Sheet 5 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed August 18 1923 June 22 1926.

\ INVENTOR.

. a a /wk Patented June 22, 1926.

UNITED STATES PATENT GFFFI 'CLE.

HERBERT A. WALLACE, 0F EDGEWQODBOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNEOgN SW'ITCH jzSlGNA-L COMFAZ'J Y, 035 SWISSVALE, PENNSYLVANIA, A GORPORA- TI'OZN v(333 PENNSYLVANIA.

RAILWAY-TRAFFZC-CONTROLLING' AEPARATUS.

Application filed August 18, 1923. .Serial No. 658,144.

My invention relates to railway trafiio controlling apparatus, and particularly to apparatus of the type comprismg train carried governing means controlled loy energy received from the trackway. More particularly my invention relates to the track-way portion of such apparatus.

I will describe several forms of railway traffic vcontrolling apparatus comprising my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 1s a diagrammatic view showing one form of apparatus embodying my invention. Fig. 2 is a view showing a modification of the apparatus shown in 1. Figs. 3, a and 5 are views showing further modifications of the apparatus shown in Figs. 1 and 2.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a railroad over which traffic normally moves in the direction of the arrow. These rails are divided, by means of insulated joints 2, into a plurality of insulated track sections AB, BC, etc. Each such section is provided with a signal designated by the reference character S with an exponent corresponding to the location. As here shown these signals are of the three-position semaphore type, that is, each signal is provided with a blade which is capable of assuming three distinctive positions at 0, 45 and 90 angular degrees with respect to its mast, in which positions the signal .dis= plays a proceed indication, a caution indication, or a stop indication, respectively. As shown in the drawing, each signal .S is located adjacent the trackway at the entrance end of the associated section, though this particular location is not necessary. Each signal S is controlled .by aneans not shown. in the drawing and forming no part of my present disclosure. It is enough .to say that when the associated section is occupied, the signal indicates stop, when the associated section is unoccupied and the next section in advance occupied, the signal indicates caution, and when the associated section and the section next in advance are both unoccupied the signal dis plays a proceed indication.

leach section is further provided. with a track relay designated by the reference character R with an exponent corresponding to the location and connected across the rails adjacent the entrance end of the section.

Each section is also provided with a 'suitable source of track circuit current here shown as a track transformer designated -loy the reference character E with an exponent corresponding to "the location. Refer-ring particularly 'to section ,A-B, the primary 9 of track transformer E is constantly su -pplied with alternating current from an alternator I) over line wires 7 and 7. The secondary 8 of transformer E is connected by means of wires 28 and 29 with a pole changer P operated by signal S The pole changer P is connected with the rails adjacent the exit end of section AB. It is thereforeclear that track circuit current of one relative polarity which I will term normal relative polarity is supplied to the rails of section A-ZB when signal S is at clear or caution, whereas track circuit current of the other or reverse relative polarity is supplied to the rails of section AB when signal S is at stop. Interposed het'ween one of the rails of the section AIB and the pole changer P is a reactor 40 one function of which is to limit the output of transformer E when its terminals are short circu-ited by the wheels and axles of a passing train.

Each section is thus provided with a track circuit comprising the rails of the section, a track relay R, a pole changer P, a re actor 40 and the secondary 8 of a track transformer E in series.

Each track relay R is provided with a polarizing winding 39 constantly supplied with alternating current from line wires 7 and 7 over wires 3'? and 38 and such relays are therefore responsive to reversals of the relative polarity of thetrack circuit current.

Means are also provided for supplying a second alternating current to the rails of each section in parallel. This current I will hereinafter term the local current ant for this purpose I provide each section with a resistor 3 connected across the rails adjacent the entrance end of the section, a similar resistor 6 connected across the rails adjacent the exit end of the section, and two similar resistors 4e and .5 connected across the rails at an intermediate in. the

section. The ohmic resistance of these resistors is of such value that they do not shunt enough track circuit current to prevent energization of the track relays R by the track transformers E. The immediate source of local current is a local transformer designated by the reference character G with an exponent corresponding to the location, the primary 11 of each such transformer being; constantly supplied with alter nating current from line wires 7 and 7. Referring particularly now to section riB, a local circuit passes from secondary 10 of local transformer G through wires 17 and 17, normal contact l6-16 of track relay R wire 15, resistor in section AB, through both rails of the section in parallel to resistor 6, thence through wire ll, contact 3st of circuit cont-roller F operated by signal S wire let, normal contact l3--13 of relay R and wire 12 back to secondary of transformer (i When relay R is energized in the reverse direction due to the presence of a train in the section to the right of C, reverse contacts 1'6l6" and 13-43" thereon will he closed and signal S will he at caution. l his will not affect circuit controller F however and the circultjust traced will be closed except that reverse contacts 16-1-6" and la h-13" will be substituted for normal contacts l6l6 and lil l ll hen track relay B is de-energized however, due for example to the presence of a train in section B-(), the local. circuit is closed from secondary 10 of local transformer G through wire 17, hack contact 18 of relay R wire 19 resistor 3 in section B-C, through the rails of the sec tion to resistor l thence tlu'ough wire 20, back contact 21 of relay R and wire l2 back to secondary 10 of transformer il It is therefore, clear that local current is supplied from local transformer G to section Bitbetween resistors 5 nd 6 or to section BC between resistors El and 4 according as relay R is energized in either direction, or de-energized Before roceeding further it should be pointed out that the traclzway apparatus herein described is intended for co-operation with train carried governing apparatus in the following manner: When the train is on a portion of track supplied with track circuit current of normal relative polarity and also with local current, the governing apparatus receives a proceed indication which indicates that the train may proceed at any speed not in excess of some high speed as 65 miles per hour; when the train is on a portion of track supplied with track circuit current and also with local current, the relative polarity of one of which currents is reversed the governing apparatus receives a cauti n indication which means that the train may proceed only at speeds not in excess of some intermediate speed, as miles per hour; but if the train occupies a portion of track from which the supply of either track circuit current or local current is for any reason interrupted, the governing apparatus receives a slow indication which indicates that the train can safely proceed only at some low speed as 15 miles per hour.

As shown in the drawing signal S is atproceed and track circuit current of normal relative polarity is therefore supplied to the rails of the section to the left of A. Relay R is energized and local current therefore supplied to the rails of the section to the left of A between resistors 5 and 6. it now a train moving in the direction of the arrow enters the stretch of track shown in the drawing it will receive a proceed indication while in the section to the ,eft of it. The train is therefore allowed to proceed at any rate below miles per hour. is the train passes point A, the de-energiitation of relay R closes the local circuit for section AB between resistors 3 and i and the train continues to reeive proceed indication. The operation of the trackway apparatus as the train passes through the remaining: sections is exactly similar and will be readily understood without further description. I will now assume that a train occupies the section to the right of C and that a following train enters the stretch of track shown in the drawing. The following train i allowed to pass through the sections to th right of A and section AB as before bu the signal S is now at stop and the tram. circuit current supplied to section P)(l is therefore of reverse relative polarity. lay R is also (lo-energized so that the lo. a

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circuit between resistors 5 and 6 of section current causes a slow indication to he received aboard the train and this indication continues as the train enters the s ction to the right of C due to the absence of ire l1 circuit current in this section.

Referring now to Fig. 2,1 show a modi fication of my invention adapted for where roadside signals are not employ..- The apparatus is the same as that shown in Fig. 1, except that l eliminate circuit controller F from the local circuits. and aw coniplish the reversal of polarity of the track circuit current by means of a slowacting relay associated with each track re lay R and designated by the reference character K with an exponent corresponding to the location. Referring particularly to relay K this relay is provided with a circuit which passes from line wire 7, through wires 27 and 22, normal contact fil -23" on reverse contact 2323 of track relay R wire 24:, winding of relay K and wires 25 and 26 back to line wire 7. It is, therefore, clearthat pole changing relay K is energized only when relay B is energized. The secondary 3 of track trans former E is then reversibly connected with the rails of section AB by means of wires 28 and 29, a pole-changer comprising contacts 30 and 31 of relay K and wires 32 and 33. Each relay K is slow-acting for the well known purpose of preventing operation of its pole-changing contacts curing re versal of the associated track relay R.

The operation of the apparatus is the same as that of the apparatus shown in Fig. 1.

Under some conditions of operation it may be desirable to cause a train to receive a caution indication before it reaches the entrance end of a caution section, that is, before it reaches the section next in rear of an occupied section. One means for accomplishing this result is shown in Fig. 3. In this view the track circuits are the same as those illustrated in Fig. 1. Referring particularly to transformer G one local circuit now passes from secondary 10 through wires 17 and 36, normal contact 16-1 6- of relay R wire 15, resistor 5 in section Al3, through the rails of section AB to resistor 6, thence through wire 14, contact 34 of circuit controller F operated by signal S, wire 14:, normal contact 13--13 of relay R and wires 41, 42 and 12 back to secondary 10 of transformer G This circuit is closed only when relay B is energized in the normal direction, and the current in this circuit is of normal relat've polarity. Another local circuit passes from secondary 10 of transformer G through wires 17 and a3, reverse contact l3-13 of relay R wire 14 Contact 34 of circuit controller F wire 14-, resistor 6 1nv section AB, through the rails of the sec-- tion to impedance 5, thence by wire 15, reverse contact 1616 of relay B and wires 44, 42 and 12, back to secondary 10 of transformer G This circuit is closed only when relay B is energized in the reverse direction, and the current in this circuit is of reverse relative polarity. A third local circuit for section BC between resistors 3 and 4; is the same as in Fig. 1 and closed only when relay R de-energized The operation. of the apparatus shown in Fig. 3 is the same as inFig. 1 with the single exception that if a section, as the section to the right of C, is occupied by a train, a following train will receive a cantion indication at resistor 5 in section A-B due to the reversal of the relative polarity of the local current at that point. The train will then receive the slow indication it passes resistor in section BC.

If roadside signals are not in use the apparatus shown in Fig. 3 may be modified by substituting a slow acting pole changing relay K for the signal operated pole changer P as illustrated in Fig. 2.

Fig. t'shows a modification of a. potion of the apparatus shown in Fig. 3. For purposes of simplicity, only the apparatus associated with point B is shown, it being understood that the apparatus at other points in Fig. 3 could be similarly modified. The apparatus is the same as that shown in Fig. 3 except that the local circuits are controlled in part by circuit controller F instead ofcontacts of relay R In Fig. l one local circuit passes from secondary 10 of transformer G through wires 17 and 36, iormal contact 16. 16 of relay R wire 15, resistor 5 in section AB, through the rails of the section to resistor 6, thence through wire 15, contact 3t-15 of circuit controller F and wires 47, 41-2 and 2, back to secondary 10 of transformer G This circuit is closed only when relay B is energized in the normal direction and signal S is at proceed. An other local circuit passes from secondary 10 of transformer G through wires 17 and 43, contact 3el6 of circuit controller F wire 14, resistor 6 in section A-B, thence through the rails to resistor 5, and through wire 15, reverse contact Hi -16 of relay R and wires 44, l2 and 12 back to secondary 10 of transformer G This circuit is closed only when relay R is energized in the reverse direction and signal S is at caution. In all other respects the apparatus is the same as that shown in Fig. 3 and the operation is identical, the purpose of the modification being to effect a saving in the number of t ack relay contacts required for the local circuits.

If it is desired that the train should receive a caution indication throng mat the entire length of the second section in rear of an occupied section, thus accomplisl'iing what is known as three block indication it may be effected by the modification illu trated in Fig. 5. In this arrangement the pole-changer P controls the relative polarity of both track circuit and local currents and to accomplish this the primaries 9 and 11 of the track and local transformers, spectively, at point B for le, are connected in parallel and the poleanger P is interposed between such 1;; inaries and the line wires 7 and 7*. T his change has no effect onthe operation of the track circuit, but the relative polarity of the current supplied by local transformer G is now reversed wherever signal S indicates stop. One local circuit now passes from secondary 10 of local transformer G through wires 17, 43 and 56, normal contact 5757 of relay R wires and 50, resistor 3 in section A'B, then through the rails to impedance Ill 6, thence by wire 14, contact 3% of circuit controller F wire l l normal contact 1313" of relay R and wires 41, 4-2 and 12 back to secondary 10 0t transtorn'ier G. This circuit is closed only when relay R is energized by track circuit current of normal relative polarity. Another local circuit passes from secondary 10 of local transformer G through wires 17, 48 and 48, re verse contact l3-l3 oi relay R wire i l, contact Set of circuit controller F wire 14E, resistor 6 in section il-l3, through the rails of the section to resistor thence through wires 50 and reverse contact 5757 of relay R and wires L9 and 152 back to sec ondary 10 of tranii'ormer G. This circuit is closed only when relay B is energized by track circuit current oi reverse relative polarity. ll hen relay B is de-energizech a local circuit is completed which passes from secondary 10 ot lcca, transformer G through wires 1'? and hael: contact U of relay R wire 49. resistor 4 in sectio n Ari), then through tl.

l to resistor 3 thence lzy urea 50 ant back contact 58 of relay ll and wires f iand 12 back to secondary 10 ot ti aus'lormer F. It will be observed that with this arrangement, only one resistor t is required at an intermediate point in the section.

As shown in the drawing tire parts of the apparatus are in the conditions correspond ing to the unoccupied condition of the track. It is clear, that under such circumstances a train will receive a proceed indication as it passes through this portion of track. .l. will now assume that train occupies the section to the right ot C. As a result signal S indicates stop, circuit controller F is pen and pole-chain" r P is reversed. lie 1 is de-ener section l l ll current 01" rc lay n, .ld, and is suj iplicd with trarl; circuit verse relative polarity and with local current of normal relative polarity between rcsistors and 4: but no local current is supplied to section B c between resistors 4 and G. Signal S is now at caution and cir cuit controller F is closer and pole-changer P is in th normal a lion. Relay energizec in the rereise direction. As

cilc circuit curl of normal relaire polarity is supplied to the rails of ection A, and local current of reverse relative polarity is :uppliec to the rails between resistors S and 6. The section to th'ev lett of point A is norma.,. I will now assume that a train movi in the direction of the arrow enters the stretch of track shown in the drawing". This train will receive a proceed indication tar point A where the reversal o'l local current will cause the governing apparatus to receive caution inclication. At point B the relative polarity of both local and track circuit current is re versed but this does not affect the indication aboard the train and the caution indication is maintained as far as resistor 4 in section BO where the interrupt-ion oi the local current causes a stop indication to be received aboard the train.

If desired the number of relay contacts required for this arrangement may he reduced by utilizing the circuit controller contacts shown in Fig. 4.

It should also be noticed that in the absence of roadside signals, a slow-acting pole changing relay may be substituted for the signal operated pole changer P as illustrated in Sig. 2.

Although I have herein shown and described only a few forms of railway traliic controlling apparatus en'ibodying my invention it is understood that various changes and mozlmcations may he made therein with in the scope of the appended claims without departing); "from the spirit and scope of my invention.

lilavina thus described my invention, what l. claim is: l

1. Railway il'ilillfl controlling apparatus comprising); a plurality of consecutive sections of iailway track, a source of track circuit current reversibly connected with each said section. a relay connected with the rails of each said section and responsive to the reversals in said current, and means for directly supplying local current to the rails in multiple of said sections from a single transformer secondary located adjacent the junction of each two adjoining sections.

2. Railway tratfic controlling apparatus comprising: a plurality of consecutive sections of railway track, and means for directly supplying; local current to the rails in multiple ot said sections from a single transformer secondary located adjacent the junction o'l each two adjoining sections.

Railway tratlic controlling apparatus con'iprisina plurality of consecutive sections oi: railway track, and a single transformer secondary adjacent the junction of each two said sections for supplying local current at times to one of the associated sections and at other times to he other asso ciateu section.

4s Ra way traffic controlling apparatus compris two sections of railway track,

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(3. In, combination, a forward and a rear section of railway track, a source of track circuit current for said forward section, means responsive to traffic conditions in advance for reversing the pola "ity of said current, a source of local current, and means responsive to such reversals of said tracl: circuit current for at times connecting said source of'local current with the rails in; parallel of a portion of the said forward section and at other times reversibly connecting said source of local current with the rails in parallel of a portion of the said rear sec tion.

7. In combination, a forward and a rear section of railway track, a source of track circuit current reversibly connected with the rails of said forward section, a signal for said forward section controlled by traffic conditions in advance, a track relay for said forward section, a source of local current, and means controlled by said signal and said relay for at times connecting said. source of local current with the rails in parallel of a portion of the said forward section and at other times reversibly connecting said source of local current with the rails in parallel of a portion of the said rear section.

8. In combination, a forward and a rear section of railway track, a source of track circuit current for said forward section, means responsive to traffic conditions in advance for reversing the polarity of said current, a source of local current, and means responsive to such reversals of said track circuit current for at times connecting said source of local current with the rails in parallel of a portion of the said forward section and at other times connecting said source of local current with the rails in parallel of a portion of the said rear section.

9. In combination, a stretch of railway track divided into sections, a track relay for each section, means controlled by each track relay for supplying track circuit current of one relative polarity or the other to the rails of the section next in rear, a single source of local current adjacent each said track relay, means controlled by each track relay for supplying local current from the adjacent source to the associated section and for supplying local current of one relative polarity or the other to the section next in rear.

10. In combination, a plurality of successive sections of railway track, a source of local current for each section, means responsive to traiiic conditions in each section for supplying local current to the rails of such section from the associated source and for supplying local current of one relative p0- larity or the other to the rails of the section next in rear from said associated source.

11. In combination, a forward and a rear section of railway track, a track circuit for each section, a. single transformer secondary constituting a source of local current, and means responsive "to traiiic conditions for supplying local current from said secondary to said forward section when such section is occupied and for supplying said rear section with local current from said secondary when said forward section is unoccupied.

12-. In combination, a stretch of railway track di i'ded. into a plurality of successive. sections, a signal for each section, a track relay for each section, means controlled by each signal for supplying the section next in rear with track circuit current of normal relative polarity when the signal indicates proceed or caution and with track circuit current of the other relative polarity when the signal indicates stop, a source of energy for each section; and means controlled by each track relay for supplying the associated section with local current of normal relative polarity from said source between the entrance end and an intermediate point in the section when such relay is tie-energized, and for supplying the section next in rear with local current from said source between the exit end and an intermediate point in the section, the current being of normal or reverse relative polarity according as the relay is energized in the normal or reverse direction, respectively.

13. In combination, a stretch of railway track divided into a plurality of successive sections, a signal for each section, a track relay for each section, means controlled by each signal for supplying the section next in rear with track circuit current of normal relative polarity when the signal indicates proceed or caution and with track circuit current of the other relative polarity when the signal indicates stop, a source of energy for each section; and means controlled by each track relay for supplyng the associated section with local current of no ma-l relative polarity from said source between the entrance end and an intermediate point in the section when such relay is (lo-energized, and for supplying the section next in rear with local current of normal relative polarity from said source between the exit end and an intermediate point in the section when the relay is energized in the normal or reverse direction.

14. In combination, a stretch of railway track divided into a plurality of successive sections, a signal for each section, means controlled by each signal for supplying the section next in rear with track circuit current of normal relative polarity when the signal indicates caution or proceed and with track circuit current of reverse relative polarity when the signal indicates stop, a first contact operated by each such signal closed only when the signal indicates proceed, a second contact operated by each signal lit) closed only When the signal indicates caution, a source of local current for each section, means controlled by each track relay for supplying local current ofnormal relative polarity to the rails of the associated section from the associated source, means controlled by each said track relay and including said first contact on the associated signal for supplyig local current of normal 10 relative polarity to the rails of the section next in rear from the local transformer associated With such relay, and means controlled by each said track relay and including the said second contact on the associated signal for supplying local current of reverse relative polarity to the rails of the section next in rear from the local transformer associated With such relay.

In testimony whereof I affix my signature.

HERBERT A. WALLACE. 

